Steam-engine



(No Model.) 2 SheetsSheet 1.v

H. N. GALE. STEAM ENGINE.

N. PETERS. Hmw-Lm n her. Wnshmglnn. D. C.

2 Sheets-Sheet 2. H N GALE.

STEAM ENGINE.

(No Model.)

No. 416,454. Patented Dec. 3, 1889.

N. ravens Pmwm m h r. waihinglnn. nv c.

UNITED STATES PATENT OEEIcE.

HERBERT N. GALE, OF BRISTOL, CONNECTICUT.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 416,454, dated December 3, 1889.

Serial No. 308,175. (No model.)

T0 at whom it may concern.-

Be it known that I, HERBERT N. GALE, of Bristol, in the county of Hartford and State of Connecticut, have invented a new Improvement in Steam-Engines; and I do hereby declare the following, when taken in connection with accompanying. drawings and the letters of reference marked thereon, to be a full, clear, and exact description of the same, and which said drawings constitute part of this specification, and represent, in-

Figure 1, a vertical transverse section cutting on line 00 00 of Fig. 2; Fig. 2, a longitudinal vertical central section showing the piston of one cylinder in side View; Fig. 3, a transverse section through the case, Showing an under side view of the axle upon which the cylinders are hung; Fig. 4, an inside View of the head of one of the cylinders; Fig. 5, an enlarged vertical section of one of the pistons, illustratingthe construction and arrangement of the relief-valve; Figs. 6 and 7, vertical sectional views of the automatic device for drawing oft the water of condensation, these two figures representing modifications of the stand-pipe; Fig. 8, a side view of the valve of the stand-pipes detached.

This invention relates to an improvement in that class of direct-acting steam-engines in which two or more cylinders are hung by their closed end, adapted to receive steam at the said closed end, the other end open, the

pistons having a connection directly to cor responding cranks on the shaft, and is an improvement upon the engine for which Letters Patent No. 398,143 were granted for my invention, February 19, 1889.

The object of the invention is to perfect the engine in some of its parts, whereby more perfect operation may be attained; and 1t consists in the construction as hereinafter described, and particularly recited in the claims.

A represents the casing within WlllGll the two cylinders B C are arranged. These cylinders are hung upon an axle D, supported in the casing above, this axle being cylindrical, and the cylinders constructed with a bearing E on their upper end to surround the said axle, and so that the cylinders may rock thereon. The cylinders carry, respectively, a piston F and G, the pistons being each co11- nected by a rod H to corresponding cranks on the driving-shaft I, which shaft is supported in bearingsJ below the cylinders. The axle D is constructed with a steam-passage a, leading from one end of the axle to a port I), which opens into the cylinder B through a corresponding port (1 in that end of the cylinder, and through the axle asimilar passage 6 leads to a port f, opening through a corresponding port g into the upper end of the other cylinder C. The axle extends through the side of the frame, and upon the outer end the valve-chamber K is arranged, the passage a opening into the valve-chamber through a port h, and the passage 6 opening into the valve-chamber through a similar port 1'. Z represents the exhaust-passage.

L represents the valve arranged to slide in the valve-chamber K. As here represented, this valve is of tubular shape, so that steam may pass longitudinally through it, steam being admitted to the valve-chamber through the steam-pipe M. The valve works over the ports h i, so as to alternately open the ports to the cylinders for steam and to the exhaust in the usual manner for this class of steamengines, too well known to require detailed description.

The valve is operated by an eccentric N on the driving-shaft. p

By making the cylinder-axle with longitudinal steam-passages opening to the respective cylinders, as I have described, and with the valve arranged to operate at the end of the said axle, I am enabled to use a valve and operate that valve substantially the same as in a common double acting engine. This construction of the axle is cheap, it is firmly supported in the case, and makes a strong and firm bearing upon which the cylinders may rock.

The bearing E of the cylinders upon the axle is best made divided, as represented in Fig. 1, the division permitting the bearing to be clamped around the axle by means of a screwm, so as to make a perfect joint between the cylinder and axle. The upper side of the cylinder-bearing is constructed with a recess n, (see Figs. 1 and 2,) into which oil may be delivered through the top of the casing, as by oil-cups 7', the oil-receptacles 'n being constructed with one or more openings through onto the axle, so that the axle may be readily lubricated.

Considerable difliculty is experienced in this class of engines from the condensation in the cylinder. To avoid this difliculty and provide for an automatic escape of the water of condensation from the cylinder I construct the piston F with an opening 5 downward through it, and in this opening I arrange a valve f upon a seatbelow, the valve closing upward, and below the valve a spring a is arranged to hold the valve in its closed position. This construction is represented enlarged in Fig. 5. The power of the spring upon the valve is somewhat greater than the maximum pressure of steam to be employed on the active side of the piston, so that the valve will remain closed when no other force than that of the active steam is applied thereto; but so soon as the water arising from condensation has accumulated in the cylinder to more than occupy the space between the active face of the piston and the correspondinghead of the cylinder when on the ex treme stroke, that water will be pressed upon, producing a pressure directly upon the piston t, the result of which is to force the valve downward and open the passage 3 for the escape of water, the water flowing through the piston into the chamber below.

In the arrangement shown in Fig. 5 the spring a is arranged in a chamber in the end of the piston-rod, from which passages 20 open into the chamber below for the escape of water. In Fig. 2 the spring-chamber is represented as formed independent of the piston-rod, but the piston-rod secured thereto. These construct-ions, however, are substantially the same, and are made to show that the valve-support and spring-chamber may be made either as integral with the rod or separate therefrom. The lower part of the case in which the cranks work is used as a receiver for the waterof condensation,and also as a means for lubricating the cranks. This is a common device in this class of engines. Oil is introduced into this chamber and floats upon the water of condensation. As the water in this chamber from condensation will constantly increase, it is necessary to draw off that water, and this should be done so as to maintain substantially a constant level of the water in the chamber, and so that the oil floating thereon. may be in the proper position for the cranks to strike. To thus automatically draw elf the water and maintain a constant level, I arrange a stand-pipe 0 outside the case, to the lower end of which a tube P leads from the lower part of the chamber in the case, and below the opening of this tube into the stand-pipe a valve It is arranged in the stand-pipe, adapted to open or close the passage S. The stand-pipe extends upward and is provided with a float T. connected to the valve, as seen in Fig. 1. \Vhen the valve isin the closed position, as seen in Fig. 1, the stand-pipe is open to the chamber U in the case, and so that the water therein may rise in the stand-pipc O, and will stand therein at the level of that in the chamber, and the chamber also communicates through a passage \V with the stand-pipe above. The float T stands at a point COPI'QSPOlltllI'lg' to the level required for the water in the chamber. \Vhenever the Water rises in the chamber to such an extent as to press upon the float '1, that float rises and takes with it the valve R, opening the passage S below for the water to escape from the chamber, and so soon as sufficient quantity of water has escaped to reduce that level in the chamber and under the float the valve at once drops toits closed position and thus a constant level is maintained in the chamber.

The passagelv serves as a convenient means for introducing oil to the chamber; it being poured into the stand-pipe 0 will flow through thepassage \V onto the surface of the water therein. This passage XV should be arranged at about the level required for the oil, and so that the oil floating on the water willbe in such proximity to the cranks that at each revolution they will dip into or through the oil. In Fig. (5 I represent the stand-pipe O as of glass. In Fig. 7 the stand-pipe is represented as solid. The glass is desirable, for it at all times permits observation of the contents of the lubricating-chamber.

As the cranks revolve they pass through and constantly agitate the water and oil, which will naturally drive the oil into the water to some extent. To prevent the oil under such agitation passing down through the water so far as to escape by the outlet P, a perforated partition X is arranged across the chamber, as seen in Figs. 1 and 2, preferably curved upon its upper surface, so as to extend as far upward as possible and yet permit the cranks to revolve. This partition X prevents the agitation of the water from extending to the chambcrbelow the partition. The water there being still, the oil does not pass down below the partition X. Consequently clear water only will be below the plate, to be drawn off.

It is desirable that the bearings for the driving shaft shall be as perfect as possible. The engines are designed to run rapidly, and the slightest yield in the bearings is detrimental to the proper working of the engines.

To construct bearin gs which may be readily adjusted so as at all times to maintain a close working-bearing, 1 construct the shaft at the bearings of conical shape, as at 2. (Seen on larged in Fig. 9.) The box 3 around the hearing portion 2 of the shaft is of cylindrical shape, and fits closely in the support 4, formed in the case therefor. The box being of conical shape,correspondin g to the bearing portion 2 of the shaft, it follows that the box may be forced toward the larger end of the bearing portion of the shaft as wear occurs, so as to take up such wear and maintain a perfect hearing at all times.

To prevent the cylindrical box 3 from revolving, it is constructed upon one or more sides with radial projections 5, which set into corresponding grooves 6 in the box-support 4, as seen in Fig. 10, which allow longitudinal movement of the box without rotation.

At the outer end of the bearing-support 4 a stuffing-box is formed by a gland 7, introduced into the end of the support 4 around the shaft and provided with adj Listing-screws S, by which it may be adj ustably set.

To longitudinally adjust the box, set-screws 9 are introduced in the outer end of the support 0, as seen in Fig. 11, in line with the grooves 6, and so as to bear against the projections orlugs 5 of the box. These screws permit the box to be forced inward onto the shaft or to permit the box to be relieved, as occasion may require. Because of this provision for the adjustment of the box, the bearings may be taken up .at any time while the engine is running.

I claim 1. In a direct-acting engine, the combination of the cylinders closed at one end and open at the opposite end, the closed end of each cylinder constructed with a bearing E, an axle D, stationary in the case and through the said bearings E of the cylinders, and so that the said cylinders may rook upon the said stationary axle, the said axle constructed with longitudinal steam-passages to the respective cylinders, ports opening through the outer end of the said axle into the steam-chest,

the other, the closed end constructed with bearings to surround and work upon said stationary axle, steam-passages longitudinally through said axle, and opening through the closed end of the respective cylinders, a steamvalve adapted to open the said passages to receive and exhaust steam, the said bearings constructed with recesses it upon their upper side, and openings from said recesses onto the surface of the axle, substantially as and for the purpose described.

3. In a direct-acting engine in which the cylinders and cranks are arranged in a c'asin g and so as to form a chamber for condensation in the lower part of the said case, the combination therewith of a stand-pipe outside said case, a passage leading from the lower part of said chamber to the lower end-of the said stand-pipe, a valve in the stand-pipe below the said passage, a second passage opening into the stand-pipe above, with a float in the stand-pipe in connection with the valve, substantially as and for the purpose described.

HERBERT N. GALE. \Vitn esses:

JOHN E. EARLE, FRED C. EARL'E. 

